JP5832002B2 - Continuously variable transmission - Google Patents

Description

  The present invention relates to a continuously variable transmission in which a speed reducer and a speed reducer are combined with a continuously variable transmission mechanism such as a belt type continuously variable transmission mechanism or a toroidal continuously variable transmission mechanism.

A belt-type continuously variable transmission mechanism in which an endless belt is wound around a pair of pulleys and a transmission consisting of a gear train in which a plurality of gears are meshed are combined via a plurality of clutches to transmit torque of the belt-type continuously variable transmission mechanism. A continuously variable transmission that increases the overall transmission ratio by switching the direction between a first direction from one pulley to the other pulley and a second direction from the other pulley to the one pulley is as follows: This is known from US Pat.
Japanese Patent Publication No. 3-48377

  By the way, the above-mentioned conventional one is for reducing the input rotational speed to the belt-type continuously variable transmission mechanism in the LOW mode, and for increasing the output rotational speed from the belt-type continuously variable transmission mechanism in the HI mode. Since the same gear is used as the induction gear, in the HI mode, if the reduction ratio of the induction gear is reduced to increase the speed increase ratio in order to reduce the overall transmission ratio, the reduction ratio of the reduction gear is increased and the LOW mode is increased. The torque input to the belt-type continuously variable transmission mechanism becomes excessive, and there is a problem that the strength of the pulley needs to be increased and the weight is increased.

  In order to avoid this, if the gear ratio of the induction gear is increased and the gear ratio of the final gear is reduced, the gear ratio of the final gear in the LOW mode is also reduced, and sufficient driving force cannot be obtained at the time of start. There's a problem.

  In addition, it is necessary to use a chain drive mechanism in order to adjust the shaft rotation direction in the layout configuration, and there is a problem that vibration and noise increase or assemblability deteriorates.

  The present invention has been made in view of the above circumstances, and an object thereof is to increase the overall transmission ratio of the continuously variable transmission mechanism.

  To achieve the above object, according to the present invention, a main input shaft to which a driving force from a driving source is input, a continuously variable transmission mechanism, and a first connecting the main input shaft to the continuously variable transmission mechanism. Input path, a second input path for connecting the main input shaft to the continuously variable transmission mechanism, and input switching for selectively transmitting the driving force of the main input shaft to the first input path or the second input path A mechanism, a first output path for outputting a driving force shifted from the continuously variable transmission mechanism to a predetermined gear ratio, and a second output for outputting a driving force shifted from the continuously variable transmission mechanism to the predetermined gear ratio. In the continuously variable transmission comprising: a path; and an output switching mechanism that selectively transmits the driving force output from the continuously variable transmission mechanism to the first output path or the second output path, the first input path includes A first speed reducer that decelerates the input to the continuously variable transmission mechanism; A speed increaser for increasing the input to the continuously variable transmission mechanism is disposed in the second input path, and a second speed reducer for decreasing the output from the continuously variable transmission mechanism is disposed in the first output path. In the first output path, a third speed reducer having a speed reduction ratio different from that of the second speed reducer, which decelerates the output from the continuously variable transmission mechanism, is arranged as a first feature. A machine is proposed.

  According to the invention, in addition to the first feature, the first speed reducer includes a pair of gears, and one gear can be engaged with and disengaged from the main input shaft by the input switching mechanism. A gear is fixed to a first sub input shaft connected to the continuously variable transmission mechanism, the speed increaser includes a pair of gears, and one gear can be engaged with and disengaged from the main input shaft by the input switching mechanism, A continuously variable transmission having a second characteristic is proposed in which the other gear is fixed to a second auxiliary input shaft connected to the continuously variable transmission mechanism.

  According to the present invention, in addition to the first or second feature, a continuously variable transmission having a third feature that the output switching mechanism is constituted by a dog clutch is proposed.

  According to the invention, in addition to the second feature, the continuously variable transmission mechanism includes a first pulley provided on the first sub input shaft and a second pulley provided on the second sub input shaft. A pulley and an endless belt wound around the first and second pulleys, the main input shaft is disposed in parallel with the first sub input shaft and the second sub input shaft, and the input switching mechanism is A continuously variable transmission is proposed, characterized in that it overlaps the first pulley or the second pulley in the axial direction.

  According to the invention, in addition to any one of the second to fourth features, the input switching mechanism is disposed in the vicinity of the end portion on the opposite side of the drive source in the axial direction of the main input shaft. A continuously variable transmission having a fifth feature is characterized in that it comprises a dog clutch capable of coupling either one of the gears of the first reduction gear or one of the gears of the speed increaser to the main input shaft. Proposed.

  According to the invention, in addition to any one of the second to fourth features, the input switching mechanism is disposed in the vicinity of the end portion on the opposite side of the drive source in the axial direction of the main input shaft. A first friction clutch, and a second friction clutch disposed in the axial direction of the main input shaft and in the vicinity of the end on the drive source side, wherein the first friction clutch is one gear of the first reduction gear. A continuously variable transmission is proposed in which the second friction clutch is capable of coupling one gear of the speed increaser to the main input shaft. The

  According to the invention, in addition to the second feature, the first auxiliary input shaft also serves as the second output shaft, and the driving force of the second output shaft is output via the second output switching mechanism. In addition, the second sub-input shaft also serves as the first output shaft, and the driving force of the first output shaft is output via the first output switching mechanism and the speed increaser. A step transmission is proposed.

  According to the present invention, in addition to the seventh feature, a continuously variable transmission is proposed in which the first output switching mechanism is provided on a third output shaft.

  According to the present invention, in addition to the seventh feature, a continuously variable transmission is proposed in which the first output switching mechanism is provided on the main input shaft.

  According to the present invention, in addition to the eighth or ninth feature, a continuously variable transmission having a tenth feature in which a reverse gear is interposed in the first output path is proposed.

  According to the invention, in addition to any one of the first to fifth features, the main input shaft is divided into a first part on the drive source side and a second part on the forward / reverse switching mechanism side. A forward / reverse switching mechanism comprising a planetary gear mechanism having first to third elements is disposed between the first and second parts, the first element is connected to the first part, and the second element Is connected to the second portion, the first and second elements can be coupled to each other via a clutch, and the third element can be coupled to the casing via a brake. A continuously variable transmission is proposed.

  According to the present invention, in addition to the first feature, the continuously variable transmission mechanism includes an input disk, an output disk, and a power roller sandwiched between the input disk and the output disk. One input path transmits a driving force from the driving source to one of the input disk and the output disk, and the second input path transmits a driving force from the driving source to the other of the input disk and the output disk. When the driving force of the driving source is input to the first input path, the second input path functions as the first output path, and the driving power of the driving source is input to the second input path. In this case, a continuously variable transmission having a twelfth feature is proposed in which the first input path functions as the second output path.

  The engine E of the embodiment corresponds to the drive source of the present invention, the first secondary input shaft 14 of the embodiment corresponds to the second output shaft of the present invention, and the second secondary input shaft 15 of the embodiment. Corresponds to the first output shaft of the present invention, the forward clutch 17 of the embodiment corresponds to the clutch of the present invention, the reverse brake 18 of the embodiment corresponds to the brake of the present invention, and the belt type of the embodiment. The continuously variable transmission mechanism 20 and the toroidal continuously variable transmission mechanism 20 'correspond to the continuously variable transmission mechanism of the present invention, and the LOW friction clutch 24A of the embodiment corresponds to the first friction clutch of the present invention. The HI friction clutch 24B corresponds to the second clutch of the present invention, and the first and second reduction gears 25 and 26 of the embodiment correspond to the first speed reducer of the present invention, and the first and second of the embodiment. The induction gears 27 and 28 are the speed increaser of the present invention. Correspondingly, the second final drive gear 29 of the embodiment corresponds to the third reduction gear of the present invention, and the first final drive gear 31 of the embodiment corresponds to the second reduction gear of the present invention. The first and second output switching mechanisms 32 and 30 correspond to the output switching mechanism of the present invention, and the final driven gear 34 of the embodiment corresponds to the second reduction gear or the third reduction gear of the present invention. The reverse drive gear 42, the reverse driven gear 43 and the reverse idle gear 44 correspond to the reverse gear of the present invention.

  According to the first feature of the present invention, the driving force from the driving source is obtained by changing the main input shaft → the input switching mechanism → the first input path in which the first reduction gear is arranged → the continuously variable transmission mechanism → the output switching mechanism → the second. The LOW mode is established in the order of the first output path where the speed reducer is arranged, and the main input shaft → the input switching mechanism → the second input path where the speed increaser is arranged → the continuously variable transmission mechanism → the output switching mechanism → the first HI mode is established by transmitting in the order of the second output path where the three reduction gears are arranged. Since the first to third reduction gears and the speed increaser are independent of each other, the number of rotations input to the continuously variable transmission mechanism in the LOW mode and the number of rotations input to the continuously variable transmission mechanism in the HI mode are set. The degree of freedom is increased and the overall transmission ratio of the continuously variable transmission can be sufficiently increased, and the input transmission ratio to the continuously variable transmission mechanism in the LOW mode can be reduced to reduce the input torque to the continuously variable transmission mechanism. By reducing this, the durability of the continuously variable transmission mechanism can be improved, or the fuel consumption can be reduced by reducing the speed of the drive source by reducing the gear ratio in the HI mode.

  According to the second feature of the present invention, the first speed reducer comprises a pair of gears, one gear can be engaged with and disengaged from the main input shaft by an input switching mechanism, and the other gear is a continuously variable transmission mechanism. The gearbox is fixed to the first auxiliary input shaft, and the speed increaser includes a pair of gears. One gear can be engaged with and disengaged from the main input shaft by the input switching mechanism, and the other gear is connected to the continuously variable transmission mechanism. Since it is fixed to the two sub input shafts, the input switching mechanism decelerates the rotation of the main input shaft and transmits it to the first sub input shaft, or accelerates the rotation of the main input shaft to increase the second sub input shaft. Can be communicated to. Further, since both the first speed reducer and the speed increaser are composed of a pair of gears, the rotation directions of the first and second auxiliary input shafts are prevented from being reversed at the time of deceleration and speed increase, and the rotation directions are matched. Therefore, the structure is simplified because a chain drive mechanism is not required.

  According to the third feature of the present invention, since the output switching mechanism is constituted by a dog clutch, drag resistance can be reduced compared to the case of using a friction clutch.

  According to a fourth aspect of the present invention, the continuously variable transmission mechanism includes a first pulley provided on the first auxiliary input shaft, a second pulley provided on the second auxiliary input shaft, And an endless belt wound around two pulleys, the main input shaft is disposed in parallel with the first sub input shaft and the second sub input shaft, and the input switching mechanism overlaps the first pulley or the second pulley in the axial direction. Therefore, the main input shaft, the input switching mechanism, and the continuously variable transmission mechanism can be laid out without interfering with each other by effectively utilizing the dead space between the first pulley and the second pulley.

  According to the fifth aspect of the present invention, the input switching mechanism is disposed in the axial direction of the main input shaft in the vicinity of the end opposite to the drive source, and the input switching mechanism is connected to one gear of the first speed reducer and the increase gear. Since one of the gears of the speed gear is configured with a dog clutch that can be coupled to the main input shaft, drag resistance can be reduced compared to the case of using a friction clutch, and the number of actuators is one. The structure can be simplified.

  According to a sixth aspect of the present invention, the input switching mechanism includes a first friction clutch disposed in the vicinity of the end on the opposite side of the drive source in the axial direction of the main input shaft, and the axial direction of the main input shaft. And a second friction clutch disposed in the vicinity of the end on the drive source side, so that one gear of the first reduction gear is coupled to the main input shaft by the first friction clutch to establish the LOW mode, and the second A HI mode can be established by coupling one gear of the gearbox to the main input shaft with a friction clutch.

  According to a seventh aspect of the present invention, the first secondary input shaft also serves as the second output shaft, the driving force of the second output shaft is output via the second output switching mechanism, and the second secondary input shaft Since the shaft also serves as the first output shaft, and the driving force of the first output shaft is output via the first output switching mechanism and the speed increaser, the speed increaser functions as the first speed reducer in the LOW mode. The overall gear ratio can be expanded to the LOW side without increasing the diameter of the final driven gear.

  According to the eighth feature of the present invention, since the first output switching mechanism is provided on the third output shaft, the continuously variable transmission is provided as compared with the case where the first output switching mechanism is provided on the first output shaft or the main input shaft. The axial dimension of the machine can be reduced.

  According to the ninth feature of the present invention, since the first output switching mechanism is provided on the main input shaft, the first output switching mechanism is arranged by utilizing the dead space between the first and second pulleys. The radial dimension of the step transmission can be reduced.

  According to the tenth feature of the present invention, since the reverse gear is interposed in the first output path, the vehicle is caused to travel backward by rotating the first output shaft reversely through the reverse gear. Can do.

  According to the eleventh feature of the present invention, the main input shaft is divided into a first part on the drive source side and a second part on the forward / reverse switching mechanism side, and the first and second parts are provided with first to second parts. A forward / reverse switching mechanism comprising a planetary gear mechanism having a third element is arranged, the first element is connected to the first part, the second element is connected to the second part, and the first and second elements are connected via a clutch. Since the third element can be connected to the casing via a brake, the first and second parts can be rotated in the same direction by engaging the clutch to advance the vehicle forward. By engaging the brake, the first and second parts can be rotated in the opposite directions to drive the vehicle backward.

  According to a twelfth feature of the present invention, the continuously variable transmission mechanism includes an input disk, an output disk, and a power roller sandwiched between the input disk and the output disk, and from the input disk side to the output disk side. Since it is possible to change the speed by inputting the driving force even from the driving force, the driving force is output from the first input path through the continuously variable transmission mechanism to the second input path as the first output path, or the drive source is driven. The force can be output from the first input path as the second output path through the continuously variable transmission mechanism from the second input path.

FIG. 1 is a skeleton diagram of a continuously variable transmission. (First embodiment) FIG. 2 is a torque flow diagram in the LOW mode. (First embodiment) FIG. 3 is a torque flow diagram in the transition mode 1. (First embodiment) FIG. 4 is a torque flow diagram in the transition mode 2. (First embodiment) FIG. 5 is a torque flow diagram in the HI mode. (First embodiment) FIG. 6 is a torque flow diagram in the reverse mode. (First embodiment) FIG. 7 is a torque flow diagram in the direct connection LOW mode. (First embodiment) FIG. 8 is a torque flow diagram in the direct connection HI mode. (First embodiment) FIG. 9 is an explanatory diagram of transition between the LOW mode and the HI mode. (First embodiment) FIG. 10 is a diagram showing the relationship between the transmission ratio of the continuously variable transmission mechanism and the overall transmission ratio. (First embodiment) FIG. 11 is an explanatory diagram of the difference in overall transmission ratio between the present invention and the comparative example. (First embodiment) FIG. 12 is a skeleton diagram of the continuously variable transmission. (Second Embodiment) FIG. 13 is a torque flow diagram in the LOW mode. (Second Embodiment) FIG. 14 is a torque flow diagram in the transition mode 1. (Second Embodiment) FIG. 15 is a torque flow diagram in the transition mode 2. (Second Embodiment) FIG. 16 is a torque flow diagram in the HI mode. (Second Embodiment) FIG. 17 is a torque flow diagram in the reverse mode. (Second Embodiment) FIG. 18 is a torque flow diagram in the direct connection LOW mode. (Second Embodiment) FIG. 19 is a torque flow diagram of the direct connection HI mode. (Second Embodiment) FIG. 20 is a skeleton diagram of the continuously variable transmission. (Third embodiment) FIG. 21 is an engagement table of the input switching mechanism, the first and second output switching mechanisms, and the forward / reverse switching mechanism. (Third embodiment) FIG. 22 is a skeleton diagram of the continuously variable transmission. (Fourth embodiment) FIG. 23 is a skeleton diagram of the continuously variable transmission. (Fifth embodiment) FIG. 24 is an engagement table of the input switching mechanism, the output switching mechanism, and the forward / reverse switching mechanism. (Fifth embodiment)

E Engine (drive source)
13 Main input shaft 13A First portion 13B Second portion 14 First sub input shaft (second output shaft)
15 Second secondary input shaft (first output shaft)
16 Forward / reverse switching mechanism 17 Forward clutch (clutch)
18 Reverse brake (brake)
20 Belt type continuously variable transmission mechanism (continuously variable transmission mechanism)
20 'Toroidal continuously variable transmission mechanism (continuously variable transmission mechanism)
21 first pulley 22 second pulley 23 endless belt 24 input switching mechanism 24A LOW friction clutch (first clutch)
24B HI friction clutch (second clutch)
25 1st reduction gear (1st reduction gear)
26 Second reduction gear (first reduction gear)
27 First induction gear (speed increaser)
28 Second induction gear (speed increaser)
29 Second Final Drive Gear (Third Reducer)
30 Second output switching mechanism (output switching mechanism)
31 First final drive gear (second reducer)
32 First output switching mechanism (output switching mechanism)
34 Final driven gear (2nd reducer, 3rd reducer)
42 Reverse drive gear (reverse gear)
43 Reverse driven gear (reverse gear)
44 Reverse Idle (Reverse Gear)
45 Third output shaft 49 Input disk 50 Output disk 51 Power roller 56 Output switching mechanism

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

First embodiment

  First, a first embodiment of the present invention will be described with reference to FIGS.

  As shown in FIG. 1, a continuously variable transmission T mounted on a vehicle is arranged in parallel to a main input shaft 13 connected to a crankshaft 11 of an engine E via a torque converter 12 and to the main input shaft 13. The first sub input shaft 14 and the second sub input shaft 15 are provided. The main input shaft 13 is divided into two parts, a first part 13A and a second part 13B, and a forward / reverse switching mechanism 16 is disposed between the first and second parts 13A, 13B. The first sub input shaft 14 constitutes the second output shaft of the present invention, and the second sub input shaft 15 constitutes the first output shaft of the present invention.

  The forward / reverse switching mechanism 16 includes a forward clutch 17, a reverse brake 18, and a planetary gear mechanism 19. A ring gear that is a first element of the planetary gear mechanism 19 is connected to the first portion 13 </ b> A. The element sun gear is connected to the second portion 13B, the carrier which is the third element of the planetary gear mechanism 19 can be coupled to the casing via the reverse brake 18, and the ring gear and the sun gear are mutually connected via the forward clutch 17. Can be combined. Accordingly, when the forward clutch 17 is engaged, the first portion 13A and the second portion 13B of the main input shaft 13 are directly connected and the vehicle travels forward, and when the reverse brake 18 is engaged, the planetary gear mechanism 19 causes the main input shaft 13 to rotate. The rotation of the first portion 13A is reversed and is decelerated and transmitted to the second portion 13B of the main input shaft 13, and the vehicle travels backward.

  The belt-type continuously variable transmission mechanism 20 disposed between the first sub input shaft 14 and the second sub input shaft 15 includes a first pulley 21 provided on the first sub input shaft 14 and a second sub input shaft 15. A provided second pulley 22 and an endless belt 23 wound around the first and second pulleys 21 and 22 are provided. The groove widths of the first and second pulleys 21 and 22 are increased or decreased in opposite directions by hydraulic pressure, and the gear ratio between the first sub input shaft 14 and the second sub input shaft 15 can be continuously changed. The first pulley 21 includes a first fixed pulley 21A fixed to the first auxiliary input shaft 14, and a first movable pulley 21B that can approach and separate from the first fixed pulley 21A. The second pulley 22 includes a second fixed pulley 22A fixed to the second auxiliary input shaft 15, and a second movable pulley 22B that can approach and separate from the second fixed pulley 22A.

  The second portion 13B of the main input shaft 13 is provided with an input switching mechanism 24 made up of a dog clutch. A first reduction gear 25 and a first induction gear 27 are rotatably supported on the first portion 13A of the main input shaft 13, and when the sleeve of the input switching mechanism 24 is moved to the right from the neutral position, the first reduction gear 25 is provided. Is coupled to the second portion 13B of the main input shaft 13, and when the sleeve of the input switching mechanism 24 is moved to the left from the neutral position, the first induction gear 27 is coupled to the second portion 13B of the main input shaft 13. A second reduction gear 26 that meshes with the first reduction gear 25 is fixed to the first sub input shaft 14, and a second induction gear 28 that meshes with the first induction gear 27 is fixed to the second sub input shaft 15. Is done.

  A second final drive gear 29 is supported on the first sub input shaft 14 so as to be relatively rotatable. The second final drive gear 29 can be coupled to the first sub input shaft 14 by a second output switching mechanism 30. . A first final drive gear 31 is supported on the second sub input shaft 15 so as to be relatively rotatable. The first final drive gear 31 can be coupled to the second sub input shaft 15 by a first output switching mechanism 32. is there. The first and second final drive gears 31 and 29 mesh with the final driven gear 34 of the differential gear 33, and the left and right drive wheels are connected to drive shafts 35 and 35 that extend from the differential gear 33 to the left and right.

  By the first and second reduction gears 25 and 26, the rotation of the first portion 13 </ b> A of the main input shaft 13 is decelerated and transmitted to the first sub input shaft 14. On the other hand, the rotation of the first portion 13 </ b> A of the main input shaft 13 is accelerated by the first and second induction gears 27 and 28 and is transmitted to the second auxiliary input shaft 15.

The gear ratio from the first reduction gear 25 to the second reduction gear 26 is i _red , the gear ratio from the first induction gear 27 to the second induction gear 28 is i _ind, and the first of the belt-type continuously variable transmission mechanism 20 is Each gear ratio is set so that i _red × i _min = i _ind , where i _min is the minimum transmission ratio from the pulley 21 to the second pulley 22. If the gear ratio from the first final drive gear 31 to the final driven gear 34 is i _loF and the gear ratio from the second final drive gear 29 to the final driven gear 34 is i _hiF , i _loF × i _min = i _hiF Each gear ratio is set as follows.

  FIG. 2 shows the LOW mode of the continuously variable transmission T. In the LOW mode, the input switching mechanism 24 is switched to the LOW side (rightward movement), the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is disengaged, and the forward / reverse switching mechanism 16 is moved forward. It is switched to (engagement of forward clutch 17).

  As a result, the driving force of the engine E is crankshaft 11 → torque converter 12 → first portion 13A of main input shaft 13 → forward / reverse switching mechanism 16 → second portion 13B of main input shaft 13 → input switching mechanism 24 → first. Reduction gear 25 → second reduction gear 26 → first auxiliary input shaft 14 → first pulley 21 → endless belt 23 → second pulley 22 → second auxiliary input shaft 15 → first output switching mechanism 32 → first final drive gear 31 → final driven gear 34 → differential gear 33 → drive shafts 35 and 35 are transmitted to the drive wheels.

  In the LOW mode, the belt-type continuously variable transmission mechanism 20 transmits the driving force from the first auxiliary input shaft 14 side to the second auxiliary input shaft 15 side, and the overall transmission of the continuously variable transmission T according to the change in the transmission gear ratio. The ratio is changed.

  FIG. 3 shows the first transition mode 1 in which the LOW mode is shifted to the HI mode described later. In the transition mode 1, the input switching mechanism 24 is switched to the LOW side (right movement), the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is engaged, and the forward / reverse switching mechanism 16 is the forward side. The mode is switched to (engagement of forward clutch 17), and the above-described LOW mode and a direct connection LOW mode (see FIG. 7) described later are simultaneously established.

  FIG. 4 shows a second-half transition mode 2 in which the LOW mode is shifted to the HI mode described later. In the transition mode 2, the input switching mechanism 24 is switched to the HI side (leftward movement), the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is engaged, and the forward / reverse switching mechanism 16 is the forward side. The mode is switched to (engagement of the forward clutch 17), and an HI mode (see FIG. 5) described later and a direct connection HI mode (see FIG. 8) described later are simultaneously established.

  Transition mode 1 and transition mode 2 are for smoothly transitioning from the LOW mode to the HI mode, and details thereof will be described later.

  FIG. 5 shows the HI mode of the continuously variable transmission T. In the HI mode, the input switching mechanism 24 is switched to the HI side (leftward movement), the first output switching mechanism 32 is disengaged, the second output switching mechanism 30 is engaged, and the forward / reverse switching mechanism 16 is moved forward. It is switched to (engagement of forward clutch 17).

  As a result, the driving force of the engine E is crankshaft 11 → torque converter 12 → first portion 13A of main input shaft 13 → forward / reverse switching mechanism 16 → second portion 13B of main input shaft 13 → input switching mechanism 24 → first. Induction gear 27 → second induction gear 28 → second auxiliary input shaft 15 → second pulley 22 → endless belt 23 → first pulley 21 → first auxiliary input shaft 14 → second output switching mechanism 30 → second final drive gear 29 → final driven gear 34 → differential gear 33 → drive shafts 35 and 35 are transmitted to the drive wheels.

  In the HI mode, the belt type continuously variable transmission mechanism 20 transmits driving force from the second auxiliary input shaft 15 side to the first auxiliary input shaft 14 side, and the overall transmission of the continuously variable transmission T is changed in accordance with the change of the transmission gear ratio. The ratio is changed.

  FIG. 6 shows the reverse mode of the continuously variable transmission T. In the reverse mode, the input switching mechanism 24 is switched to the LOW side (right movement), the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is disengaged, and the forward / reverse switching mechanism 16 is the reverse side. It is switched to (reverse brake 18 engagement).

  As a result, the driving force of the engine E is crankshaft 11 → torque converter 12 → first portion 13A of main input shaft 13 → forward / reverse switching mechanism 16 → second portion 13B of main input shaft 13 → input switching mechanism 24 → first. Reduction gear 25 → second reduction gear 26 → first auxiliary input shaft 14 → first pulley 21 → endless belt 23 → second pulley 22 → second auxiliary input shaft 15 → first output switching mechanism 32 → first final drive gear 31 → Final driven gear 34 → Differential gear 33 → Drive shafts 35, 35 are transmitted in reverse rotation to the drive wheels.

  In the reverse mode, the belt-type continuously variable transmission mechanism 20 transmits driving force from the first auxiliary input shaft 14 side to the second auxiliary input shaft 15 side, and the overall transmission of the continuously variable transmission T is changed according to the change in the transmission gear ratio. The ratio is changed.

  FIG. 7 shows the direct connection LOW mode of the continuously variable transmission T. In the direct connection LOW mode, the input switching mechanism 24 is switched to the LOW side (right movement), the first output switching mechanism 32 is disengaged, the second output switching mechanism 30 is engaged, and the forward / reverse switching mechanism 16 moves forward. (The forward clutch 17 is engaged).

  As a result, the driving force of the engine E is crankshaft 11 → torque converter 12 → first portion 13A of main input shaft 13 → forward / reverse switching mechanism 16 → second portion 13B of main input shaft 13 → input switching mechanism 24 → first. Reduction gear 25 → second reduction gear 26 → first auxiliary input shaft 14 → second output switching mechanism 30 → second final drive gear 29 → final driven gear 34 → differential gear 33 → drive shafts 35 and 35 to drive wheels Communicated.

  In the direct connection LOW mode, the belt type continuously variable transmission mechanism 20 does not operate, and the overall transmission ratio of the continuously variable transmission T is constant.

  FIG. 8 shows the direct connection HI mode of the continuously variable transmission T. In the direct connection HI mode, the input switching mechanism 24 is switched to the HI side (leftward movement), the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is disengaged, and the forward / reverse switching mechanism 16 moves forward. (The forward clutch 17 is engaged).

  As a result, the driving force of the engine E is crankshaft 11 → torque converter 12 → first portion 13A of main input shaft 13 → forward / reverse switching mechanism 16 → second portion 13B of main input shaft 13 → input switching mechanism 24 → first. Induction gear 27-> second induction gear 28-> second auxiliary input shaft 15-> first output switching mechanism 32-> first final drive gear 31-> final driven gear 34-> differential gear 33-> drive shafts 35, 35 to drive wheels Communicated.

  In the direct connection HI mode, the belt type continuously variable transmission mechanism 20 does not operate, and the overall transmission ratio of the continuously variable transmission T is constant.

  Next, the operation when shifting from the LOW mode to the HI mode will be described.

As shown in FIG. 9, when the gear ratio from the first pulley 21 to the second pulley 22 of the belt-type continuously variable transmission mechanism 20 gradually decreases and reaches the minimum gear ratio i _min in the LOW mode shown in FIG. Then, the second output switching mechanism 30 that has been disengaged until then is engaged, and the transition mode 1 shown in FIG. Subsequently, after the input switching mechanism 24 is switched from the LOW side to the HI side to enter the transition mode 2 shown in FIG. 4, the first output switching mechanism 32 engaged so far is disengaged and shown in FIG. The HI mode is set.

  At the end of the LOW mode and the beginning of the HI mode, the overall transmission ratio of the continuously variable transmission T is the same, thereby preventing the occurrence of a shift shock when switching from the LOW mode to the HI mode. When the second output switching mechanism 30 is engaged during the transition from the LOW mode to the transition mode 1, and when the input switching mechanism 24 is switched from the LOW side to the HI side during the transition from the transition mode 1 to the transition mode 2. When the first output switching mechanism 32 is disengaged during the transition from 2 to the HI mode, the input switching mechanism 24, the first output switching mechanism 32, and the second output switching mechanism 30 are made smooth so that no differential rotation occurs. Enables operation.

In order to explain this in detail, suppose that the gear ratio i _red from the first reduction gear 25 to the second reduction gear 26 is 1.5 and the gear ratio i _ind from the first induction gear 27 to the second induction gear 28 is assumed. Is set to 0.75, the minimum transmission ratio i _min from the first pulley 21 to the second pulley 22 of the belt-type continuously variable transmission mechanism 20 is set to 0.5, and the gear ratio from the first final drive gear 31 to the final driven gear 34 is set. i _loF is _set to 4.0, the gear ratio i _hiF from the second final drive gear 29 to the final driven gear 34 is _set to 2.0, and the rotation speed of the main input shaft 13 is set to 1500 rpm.

The power transmission path in the transition mode 1 includes a power transmission path in the LOW mode and a power transmission path in the direct connection LOW mode. In the power transmission path in the LOW mode, when the main input shaft 13 rotates at 1500 rpm, the first The sub input shaft 14 is decelerated at i _red = 1.5 by the first and second reduction gears 25 and 26 to 1000 rpm, and the second sub input shaft 15 is _imin = 0.5 by the belt type continuously variable transmission mechanism 20. The final driven gear 34 is decelerated with i _loF = 4.0 by the first final drive gear 31 and rotated at 500 rpm. On the other hand, in the power transmission path of the direct connection LOW mode, when the main input shaft 13 rotates at 1500 rpm, the first auxiliary input shaft 14 is decelerated by i _red = 1.5 by the first and second reduction gears 25 and 26 and 1000 rpm. Thus, the final driven gear 34 is decelerated by i _hiF = 2.0 by the second final drive gear 29 and rotates at 500 rpm.

The HI mode power transmission path and the direct connection HI power transmission path coexist in the transition mode 2 power transmission path. In the HI mode power transmission path, when the main input shaft 13 rotates at 1500 rpm, the second sub-transmission path is used. The input shaft 15 is accelerated by i _ind = 0.75 by the first and second induction gears 27 and 28 to 2000 rpm, and the first auxiliary input shaft 14 is 1 / i _min = 2 by the belt type continuously variable transmission mechanism 20. The final driven gear 34 is decelerated with i _hiF = 2.0 by the second final drive gear 29 and rotated at 500 rpm. On the other hand, in the power transmission path in the direct connection HI mode, when the main input shaft 13 rotates at 1500 rpm, the second auxiliary input shaft 15 is accelerated by i _ind = 0.75 by the first and second induction gears 27 and 28. 2000 rpm, and the final driven gear 34 is decelerated by the first final drive gear 31 at i _loF = 4.0 and rotates at 500 rpm.

As described above, when shifting between the LOW mode, the transition mode 1, the transition mode 2 and the HI mode, the rotation speeds of the main input shaft 13, the first sub input shaft 14, the second sub input shaft 15 and the final driven gear 34 Is not changed at all, and the speed ratio of the belt-type continuously variable transmission mechanism 20 is maintained at i _min , so that the operations of the input switching mechanism 24, the first output switching mechanism 32, and the second output switching mechanism 30 are not differentially rotated. Can be done smoothly.

  When the transition mode 1 transitions to the transition mode 2, the belt type continuously variable transmission mechanism 20 transmits power from the first pulley 21 to the second pulley 22 to the second pulley 22 to the first pulley 21. There is a moment when torque transmission is temporarily interrupted to switch to the state. However, at that moment, the direct connection LOW mode and the direct connection HI mode are established and torque is transmitted, so that it is possible to prevent the occurrence of shock due to the interruption of torque transmission.

  As described above, according to the present embodiment, the belt-type continuously variable transmission mechanism 20 includes the reduction gear including the first and second reduction gears 25 and 26 and the increase including the first and second induction gears 27 and 28. By combining with a speed machine, as shown in FIG. 10, the LOW side gear ratio and the OD side gear ratio are compared with a single belt-type continuously variable transmission mechanism (overall speed ratio = about 6 to 7). Both can be expanded and a large overall transmission ratio of 10 or more can be realized (see FIG. 11). In the continuously variable transmission T of the present embodiment, the overall transmission ratio when the transmission ratio of the belt-type continuously variable transmission mechanism 20 is 1.0 is the overall transmission ratio at the OD end of the single belt-type continuously variable transmission mechanism. It can be seen that the effect of increasing the gear ratio on the OD side is particularly remarkable.

  In particular, since the speed reducer composed of the first and second reduction gears 25 and 26 and the speed increaser composed of the first and second induction gears 27 and 28 are independent, the degree of freedom in setting their gear ratio is increased. In the LOW mode, the gear ratios of the first and second reduction gears 25 and 26 are made shallow from the viewpoint of the strength of the first and second pulleys 21 and 22 of the belt type continuously variable transmission mechanism 20, and in the HI mode, at a high vehicle speed. In order to reduce the engine speed, the gear ratio of the first and second induction gears 27 and 28 can be increased.

  Further, since the first final drive gear 31 and the second final drive gear 29 are provided separately, the gear ratio from the first and second final drive gears 31 and 29 to the final driven gear 34 can be arbitrarily set. Thus, the starting driving force can be increased in the LOW mode, and the cruise speed of the engine E can be suppressed to a low level in the HI mode.

  In the LOW mode, there is one gear engagement by the first and second reduction gears 25 and 26 before the belt type continuously variable transmission mechanism 20, and in the HI mode, the first and second speed change mechanisms 20 and 26 are in front of the belt type continuously variable transmission mechanism 20. Since there is one gear engagement by the two induction gears 27 and 28, it is not necessary to change the rotation direction by providing a chain drive mechanism, and the structure can be simplified.

  Further, by appropriately setting the gear ratio of the first and second reduction gears 27 and 28 in the HI mode, a belt-type continuously variable transmission mechanism that conventionally becomes around 0.4 to 0.5 at a normal high vehicle speed. The transmission gear ratio of 20 can be set to around 1.0. Thereby, not only can the rotational speed difference between the first and second pulleys 21 and 22 be reduced during cruising and the centrifugal hydraulic canceller of the driven first pulley 21 can be eliminated, but also the first and second pulleys 21 , 22 can be reduced to reduce the load of the hydraulic pump, and the minimum winding radius of the endless belt 23 with respect to the first and second pulleys 21, 22 can be increased to improve transmission efficiency and endlessness The durability of the belt 23 can be improved.

  Further, since the input switching mechanism 24, the first output switching mechanism 32, and the second output switching mechanisms 32, 30 are constituted by dog clutches, drag resistance can be reduced compared to the case where a friction clutch is used. In particular, the input switching mechanism 24 uses a single actuator to transmit the driving force to the first and second reduction gears 25 and 26 and to transmit the driving force to the first and second induction gears 27 and 28. Since it can be switched, the structure can be simplified.

  Further, when viewed in the axial direction of the main input shaft 13, the outer periphery of the input switching mechanism 24 is disposed so as to overlap the outer periphery of the first pulley 21 or the outer periphery of the second pulley 22 of the belt-type continuously variable transmission mechanism 20. Thus, the dead space between the first pulley 21 and the second pulley 22 can be used effectively, and the main input shaft 13, the input switching mechanism 24, and the belt-type continuously variable transmission mechanism 20 do not interfere with each other. Can be laid out.

Second embodiment

  Next, a second embodiment of the present invention will be described with reference to FIGS. In the embodiments after the second embodiment, the same reference numerals as those in the first embodiment are assigned to the components corresponding to the components in the first embodiment, and a duplicate description is omitted.

  In the first embodiment shown in FIG. 1, the main input shaft 13 is divided into a first portion 13A and a second portion 13B. In the second embodiment shown in FIG. 12, the main input shaft 13 is divided. Not. In the first embodiment, the input switching mechanism 24 is not divided, but in the second embodiment, the input switching mechanism 24 is divided into a LOW friction clutch 24A and an HI friction clutch 24B.

  A forward / reverse switching mechanism 41 made up of a dog clutch is provided on the second auxiliary input shaft 15 of the second embodiment. When the sleeve of the forward / reverse switching mechanism 41 moves to the right, the second induction gear 28 is coupled to the second auxiliary input shaft 15, and when the sleeve of the forward / reverse switching mechanism 41 moves to the left, the reverse drive gear 42 moves to the second auxiliary input shaft. 15. The reverse drive gear 42 is connected to a reverse driven gear 43 provided integrally with the first induction gear 27 via a reverse idle gear 44.

  In the first embodiment, the first final drive gear 31 and the first output switching mechanism 32 are provided on the second auxiliary input shaft 15. However, in the second embodiment, they are newly provided. It is provided on the third output shaft 45. A third reduction gear 46 that meshes with the first induction gear 27 is supported on the third output shaft 45 so as to be relatively rotatable. The third reduction gear 46 is connected to the third output shaft 45 via the first output switching mechanism 32. Can be combined. The first final drive gear 31 fixed to the third output shaft 45 meshes with the final driven gear 34.

  FIG. 13 shows the LOW mode of the continuously variable transmission T. In the LOW mode, the LOW friction clutch 24A of the input switching mechanism 24 is engaged, the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is disengaged, and the forward / reverse switching mechanism 41 is moved forward ( To the right).

  As a result, the driving force of the engine E is crankshaft 11 → torque converter 12 → main input shaft 13 → LOW friction clutch 24A of input switching mechanism 24 → first reduction gear 25 → second reduction gear 26 → first auxiliary input shaft 14. → first pulley 21 → endless belt 23 → second pulley 22 → second auxiliary input shaft 15 → forward / reverse switching mechanism 41 → second induction gear 28 → first induction gear 27 → third reduction gear 46 → first output switching It is transmitted to the drive wheels through a path of mechanism 32 → third output shaft 45 → first final drive gear 31 → final driven gear 34 → differential gear 33 → drive shafts 35 and 35.

  In the LOW mode, the belt-type continuously variable transmission mechanism 20 transmits the driving force from the first auxiliary input shaft 14 side to the second auxiliary input shaft 15 side, and the overall transmission of the continuously variable transmission T according to the change in the transmission gear ratio. The ratio is changed.

  FIG. 14 shows the first transition mode 1 for shifting from the LOW mode to the HI mode described later. In the transition mode 1, the LOW friction clutch 24A of the input switching mechanism 24 is engaged, the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is engaged, and the forward / reverse switching mechanism 41 is on the forward side ( The LOW mode described above and the direct connection LOW mode described later (see FIG. 18) are established at the same time.

  FIG. 15 shows the latter-half transition mode 2 in which the LOW mode is shifted to the HI mode described later. In the transition mode 2, the HI friction clutch 24B of the input switching mechanism 24 is engaged, the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is engaged, and the forward / reverse switching mechanism 41 is on the forward side ( HI mode (see FIG. 16) described later and a direct connection HI mode (see FIG. 19) described later are simultaneously established.

  Transition mode 1 and transition mode 2 are for smoothly transitioning from the LOW mode to the HI mode, and details thereof will be described later.

  FIG. 16 shows the HI mode of the continuously variable transmission T. In the HI mode, the HI friction clutch 24B of the input switching mechanism 24 is engaged, the first output switching mechanism 32 is disengaged, the second output switching mechanism 30 is engaged, and the forward / reverse switching mechanism 41 is moved forward ( To the right).

  As a result, the driving force of the engine E is: crankshaft 11 → torque converter 12 → main input shaft 13 → HI friction clutch 24B of the input switching mechanism 24 → first induction gear 27 → second induction gear 28 → forward / reverse switching mechanism 41 → Second auxiliary input shaft 15 → second pulley 22 → endless belt 23 → first pulley 21 → first auxiliary input shaft 14 → second output switching mechanism 30 → second final drive gear 29 → final driven gear 34 → differential gear 33 → It is transmitted to the drive wheels along the path of the drive shafts 35 and 35.

  In the HI mode, the belt type continuously variable transmission mechanism 20 transmits driving force from the second auxiliary input shaft 15 side to the first auxiliary input shaft 14 side, and the overall transmission of the continuously variable transmission T is changed in accordance with the change of the transmission gear ratio. The ratio is changed.

  FIG. 17 shows the reverse mode of the continuously variable transmission T. In the reverse mode, the LOW friction clutch 24A of the input switching mechanism 24 is engaged, the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is disengaged, and the forward / reverse switching mechanism 41 is on the reverse side ( To the left).

  As a result, the driving force of the engine E is crankshaft 11 → torque converter 12 → main input shaft 13 → LOW friction clutch 24A of input switching mechanism 24 → first reduction gear 25 → second reduction gear 26 → first auxiliary input shaft 14. → first pulley 21 → endless belt 23 → second pulley 22 → second auxiliary input shaft 15 → forward / reverse switching mechanism 41 → reverse drive gear 42 → reverse idle gear 44 → reverse driven gear 43 → first induction gear 27 → third It is transmitted to the drive wheels through a path of the reduction gear 46 → the first output switching mechanism 32 → the third output shaft 45 → the first final drive gear 31 → the final driven gear 34 → the differential gear 33 → the drive shafts 35 and 35.

  In the reverse mode, the belt-type continuously variable transmission mechanism 20 transmits driving force from the first auxiliary input shaft 14 side to the second auxiliary input shaft 15 side, and the overall transmission of the continuously variable transmission T is changed according to the change in the transmission gear ratio. The ratio is changed.

  FIG. 18 shows the direct connection LOW mode of the continuously variable transmission T. In the direct connection LOW mode, the LOW friction clutch 24A of the input switching mechanism 24 is engaged, the first output switching mechanism 32 is disengaged, the second output switching mechanism 30 is engaged, and the forward / reverse switching mechanism 41 is moved forward. Can be switched to (Right).

  As a result, the driving force of the engine E is crankshaft 11 → torque converter 12 → main input shaft 13 → LOW friction clutch 24A of input switching mechanism 24 → first reduction gear 25 → second reduction gear 26 → first auxiliary input shaft 14. → Second output switching mechanism 30 → second final drive gear 29 → final driven gear 34 → differential gear 33 → drive shafts 35 and 35 are transmitted to the drive wheels.

  In the direct connection LOW mode, the belt-type continuously variable transmission mechanism 20 does not operate, and the overall transmission ratio of the continuously variable transmission T is constant.

  FIG. 19 shows a direct connection HI mode of continuously variable transmission T. In the direct connection HI mode, the HI friction clutch 24B of the input switching mechanism 24 is engaged, the first output switching mechanism 32 is engaged, the second output switching mechanism 30 is disengaged, and the forward / reverse switching mechanism 41 is moved forward. (Right movement) or neutral.

  As a result, the driving force of the engine E is: crankshaft 11 → torque converter 12 → HI friction clutch 24B of input switching mechanism 24 → first induction gear 27 → third reduction gear 46 → first output switching mechanism 32 → third output shaft. 45 → first final drive gear 31 → final driven gear 34 → differential gear 33 → drive shafts 35 and 35 are transmitted to the drive wheels.

  In the direct connection HI mode, the belt type continuously variable transmission mechanism 20 does not operate, and the overall transmission ratio of the continuously variable transmission T is constant.

In the first embodiment, the gear ratio from the first reduction gear 25 to the second reduction gear 26 is i _red , the gear ratio from the first induction gear 27 to the second induction gear 28 is i _ind , and the belt type Each gear ratio is set so that i _red × i _min = i _ind , where i _min is the minimum speed ratio from the first pulley 21 to the second pulley 22 of the continuously variable transmission mechanism 20. When the gear ratio from the final drive gear 31 to the final driven gear 34 is i _loF and the gear ratio from the second final drive gear 29 to the final driven gear 34 is i _hiF , i _loF × i _min = i _hiF Thus, the input switching mechanism 24, the first output switching mechanism 32, and the second output switching mechanism 30 can be operated smoothly without differential rotation.

On the other hand, in the second embodiment, the first final drive gear 31 is not provided on the second secondary input shaft 15, but is provided on the third output shaft 45, which is a separate shaft. The second induction gear 28, the first induction gear 27, and the third reduction gear 46 are interposed between the 15 and the third output shaft 45. Therefore, in _place of the relationship of i _loF × i _min = i _hiF in the first embodiment, the relationship of i _loF × i _min × (i _sec / i _ind ) = i _hiF is established in the second embodiment. Thus, it is necessary to set the number of teeth of the second induction gear 28, the first induction gear 27, and the third reduction gear 46.

i _sec is a gear ratio from the first induction gear 27 to the third reduction gear 46. Therefore, for example, by setting i _ind = 0.75 and i _sec = 1.2, which are the gear ratios from the first induction gear 27 to the second induction gear 28, i _sec / i _ind = 1.6. As in the first embodiment, even when i _red = 1.5, i _hiF = 2.0, and i _min = 0.5, the second sub is set by setting i _loF = 2.5. The input shaft 15 and the third output shaft 45 have the same rotational speed, and the operations of the forward / reverse switching mechanism 41, the first output switching mechanism 32, and the second output switching mechanism 30 can be smoothly performed without differential rotation. Further, by setting the first final drive gear 31 with i _loF = 2.5 to be equal to the outer diameter of the first final drive gear 31 with i _loF = 4.0 of the first embodiment, the second The outer diameters of the final drive gear 29 and the final driven gear 34 can be made smaller than those in the first embodiment.

  Further, according to the present embodiment, as shown in FIG. 13, torque is transmitted from the second induction gear 28 side to the first induction gear 27 side in the first and second induction gears 27 and 28 in the LOW mode. The gear ratio on the LOW side of the overall gear ratio can be increased by using the first and second induction gears 27 and 28, which are originally speed-up gears, as speed reducers.

  Further, since the first output switching mechanism 32 is provided on the third output shaft 45, the axial direction of the continuously variable transmission T compared to the case where the first output switching mechanism 32 is provided on the second auxiliary input shaft 15 or the main input shaft 12. The dimensions can be reduced.

Third embodiment

  Next, a third embodiment of the present invention will be described with reference to FIGS.

  As is clear from a comparison between the second embodiment (see FIG. 12) and the third embodiment (see FIG. 20), the third embodiment is a forward / backward movement provided on the second auxiliary input shaft 15. The function of the switching mechanism 41 is different from that of the second embodiment. The forward / reverse switching mechanism 24 can couple a second induction gear 28 fixed to the second sub-input shaft 15 and a reverse drive gear 42 supported on the second sub-input shaft 15 so as to be relatively rotatable, and a reverse driven gear. 43 is supported by the first induction gear 27 so as to be relatively rotatable, and can be coupled to the first induction gear 27 by the first output switching mechanism 32.

  The reverse driven gear 43 meshes with a third reduction gear 46 that is rotatably supported by the first sub input shaft 14, and the third reduction gear 46 can be coupled to the first sub input shaft 14 by the second output switching mechanism 30. is there. A single final drive gear 47 provided integrally with the third reduction gear 46 meshes with the final driven gear 34.

  In the third embodiment, the third output shaft 45 of the second embodiment is abolished, and the first output switching mechanism 32 provided on the third output shaft 45 is moved to the main input shaft 13. These functions are basically the same as those of the second embodiment. Engagement table of the LOW friction clutch 24A of the input switching mechanism 24, the HI friction clutch 24B of the input switching mechanism 24, the forward / reverse switching mechanism 41, the first output switching mechanism 32, and the second output switching mechanism 30 of the third embodiment. Is shown in FIG.

  According to the present embodiment, the third output shaft 45 of the second embodiment is not necessary, so the number of shafts can be reduced by 1 and the radial dimension of the automatic transmission T can be reduced. However, the axial dimension of the automatic transmission T slightly increases by moving the third reduction gear 46 from the third output shaft 45 to the second auxiliary input shaft 15.

Fourth embodiment

  Next, a fourth embodiment of the present invention will be described with reference to FIG.

  The fourth embodiment is a modification of the third embodiment, in which the final drive gear 47 and the final driven gear 34 are constituted by bevel gears, and the axes of the differential gear 33 are the main input shaft 13, the first auxiliary input shaft 14, and This is orthogonal to the axis of the second sub input shaft 15.

  In the third and fourth embodiments, the axial dimension of the automatic transmission T is slightly increased by moving the third reduction gear 46 from the third output shaft 45 to the second auxiliary input shaft 15. By adopting the fourth embodiment, it is possible to adopt the FF layout in which the continuously variable transmission T with less restrictions on the dimension in the longitudinal direction of the vehicle body is employed, and the mountability to the vehicle body is improved.

Fifth embodiment

  Next, a fifth embodiment of the present invention will be described with reference to FIGS.

  The continuously variable transmission mechanism of the first to fourth embodiments is a belt-type continuously variable transmission mechanism 20, whereas the continuously variable transmission mechanism of the fifth embodiment is a known toroidal continuously variable transmission mechanism 20 '. . The toroidal-type continuously variable transmission mechanism 20 'includes a pair of input disks 49, 49 fixed to the transmission shaft 48 and an output disk 50 rotatably supported on the transmission shaft 48 between the pair of input disks 49, 49. The four power rollers 51 are arranged so as to be tiltable.

  The forward / reverse switching mechanism 16 disposed on the outer periphery of the main input shaft 13 includes a planetary gear mechanism 19, and a sun gear and a carrier supported on the main input shaft 13 so as to be relatively rotatable can be coupled to each other via a reverse clutch 18 '. The carrier can be coupled to the casing via the forward brake 17 '. The sun gear of the planetary gear mechanism 19 can be coupled to the main input shaft 13 via the LOW friction clutch 24A of the input switching mechanism 24, and the first reduction gear 25 provided integrally with the ring gear of the planetary gear mechanism 19 is a toroidal stepless. It meshes with the second reduction gear 26 fixed to the transmission shaft 48 of the transmission mechanism 20 '. A first induction gear 27 supported relatively rotatably on the main input shaft 13 meshes with a second induction gear 28 fixed to the output disk 50 of the toroidal-type continuously variable transmission mechanism 20 ', and the first induction gear 27 is input. The switching mechanism 24 can be coupled to the main input shaft 13 via the HI friction clutch 24B.

  Unlike the belt-type continuously variable transmission mechanism 20, the toroidal continuously variable transmission mechanism 20 ′ uses the planetary gear mechanism 19 to perform the second reduction because the rotation directions of the second reduction gear 26 and the second induction gear 28 are reversed. By reversing the rotation direction of the gear 26, the rotation directions of the elements on the main input shaft 13 during forward traveling are matched.

  The LOW first output gear 52 provided integrally with the first induction gear 27 meshes with the LOW second output gear 53 supported rotatably on the output shaft 57, and the HI first gear provided integrally with the sun gear of the planetary gear mechanism 19 is engaged. One output gear 54 meshes with an HI second output gear 55 that is rotatably supported on an output shaft 57. The LOW second output gear 53 and the HI second output gear 55 can be selectively coupled to the output shaft 57 via an output switching mechanism 56 formed of a dog clutch.

  Therefore, as shown in the engagement table of FIG. 24, in the LOW mode, the LOW clutch 24A of the input switching mechanism 24 is engaged, the output switching mechanism 56 is switched to the LOW side (left movement), and the forward / reverse switching mechanism 16 moves forward. When the brake 17 'is engaged, the driving force of the engine E is crankshaft 11 → torque converter 12 → main input shaft 13 → LOW friction clutch 24A → planet gear mechanism 19 → first reduction gear 25 → second reduction gear 26 → speed change. Shaft 48 → input disc 49, 49 → power roller 51... → output disc 50 → second induction gear 28 → first induction gear 27 → LOW first output gear 52 → LOW second output gear 53 → output switching mechanism 56 → output Shaft 57 → Final drive gear 47 → Final driven gear 34 → Differential gear 33 It is transmitted to the drive wheels in the path of the drive shaft 35.

  In the HI mode, when the HI clutch 24B of the input switching mechanism 24 is engaged, the output switching mechanism 56 is switched to the HI side (rightward movement), and the forward brake 17 'of the forward / reverse switching mechanism 16 is engaged, the engine E is driven. The crankshaft 11 → the torque converter 12 → the main input shaft 13 → the HI friction clutch 24B → the first induction gear 27 → the second induction gear 28 → the output disk 50 → the power roller 51 ... → the input disks 49 and 49 → the transmission shaft 48 → second reduction gear 26 → first reduction gear 25 → planet gear mechanism 19 → HI first output gear 54 → HI second output gear 55 → output switching mechanism 56 → output shaft 57 → final drive gear 47 → final driven gear 34 → Differential wheel 33 → drive shaft 35, 35 to drive wheels It is reached.

  Further, when the LOW clutch 24A of the input switching mechanism 24 is engaged in the reverse mode, the output switching mechanism 56 is switched to the LOW side (leftward movement), and the reverse clutch 18 'is engaged, the engine E is driven. The force is transmitted through the same route as in the LOW mode, but the rotation direction of the planetary gear mechanism 19 is not reversed, so that the vehicle can travel backward.

  In the first half of the LOW-HI transition mode, the LOW mode and the direct connection LOW mode are simultaneously established. In the direct connection LOW mode, the driving force of the engine E is crankshaft 11 → torque converter 12 → main input shaft 13 → LOW friction clutch 24A. → HI first output gear 54 → HI second output gear 55 → output switching mechanism 56 → output shaft 57 → final drive gear 47 → final driven gear 34 → differential gear 33 → drive shafts 35, 35 are transmitted to the drive wheels. The

  In the latter half of the LOW-HI transition mode, the HI mode and the direct connection HI mode are simultaneously established. In the direct connection HI mode, the driving force of the engine E is crankshaft 11 → torque converter 12 → main input shaft 13 → HI friction clutch 24B → LOW first output gear 52 → LOW second output gear 53 → output switching mechanism 56 → output shaft 57 → final drive gear 47 → final driven gear 34 → differential gear 33 → drive shafts 35, 35 are transmitted to the drive wheels. .

  Therefore, by switching the LOW friction clutch 24A and the HI friction clutch 24B and switching the output switching mechanism 56 at the same time, switching between the LOW mode and the HI mode can be performed smoothly.

  According to the present embodiment, the driving force of the engine E is output from the first and second induction gears 27 and 28 from the first and second reduction gears 25 and 26 via the toroidal continuously variable transmission mechanism 20 ', The driving force of the engine E can be output from the first and second reduction gears 25 and 26 from the first and second induction gears 27 and 28 through the toroidal continuously variable transmission mechanism 20 '.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the continuously variable transmission mechanism of the present invention is not limited to the belt-type continuously variable transmission mechanism 20 or the toroidal continuously variable transmission mechanism 20 'according to the embodiment, and performs transmission while transmitting driving force in two directions, forward and reverse. Any speed change mechanism can be employed.

Claims (12)

A main input shaft (13) to which a driving force from a driving source (E) is input;
Continuously variable transmission mechanism (20, 20 ');
A first input path connecting the main input shaft (13) to the continuously variable transmission mechanism (20, 20 ');
A second input path for connecting the main input shaft (13) to the continuously variable transmission mechanism (20, 20 ');
An input switching mechanism (24) for selectively transmitting the driving force of the main input shaft (13) to the first input path or the second input path;
A first output path for outputting a driving force shifted from the continuously variable transmission mechanism (20, 20 ') to a predetermined speed ratio;
A second output path for outputting a driving force shifted from the continuously variable transmission mechanism (20, 20 ') to a predetermined gear ratio;
An output switching mechanism (30, 32, 56) for selectively transmitting the driving force output by the continuously variable transmission mechanism (20, 20 ') to the first output path or the second output path;
In a continuously variable transmission comprising:
A first speed reducer (25, 26) that decelerates an input to the continuously variable transmission mechanism (20, 20 ') is disposed in the first input path, and the continuously variable transmission mechanism (25, 26) is disposed in the second input path. 20 and 20 '), a speed increaser (27, 28) for increasing the input speed is arranged, and a second speed reducing the output from the continuously variable transmission mechanism (20, 20') is provided in the first output path. A reduction gear ratio different from that of the second reduction gear (31, 34), in which a reduction gear (31, 34) is disposed, and the output from the continuously variable transmission mechanism (20, 20 ') is reduced on the second output path. A continuously variable transmission comprising a third reduction gear (29, 34) having The first reduction gear includes a pair of gears (25, 26). One gear (25) can be engaged with and disengaged from the main input shaft (13) by the input switching mechanism (24), and the other gear ( 26) is fixed to the first auxiliary input shaft (14) connected to the continuously variable transmission mechanism (20),
The speed-up gear is composed of a pair of gears (27, 28). One gear (27) can be engaged with and disengaged from the main input shaft (13) by the input switching mechanism (24), and the other gear (28). The continuously variable transmission according to claim 1, characterized in that the second auxiliary input shaft (15) connected to the continuously variable transmission mechanism (20) is fixed.   The continuously variable transmission according to claim 1 or 2, wherein the output switching mechanism (30, 32, 56) is a dog clutch.   The continuously variable transmission mechanism (20) includes a first pulley (21) provided on the first auxiliary input shaft (14) and a second pulley (22) provided on the second auxiliary input shaft (15). And an endless belt (23) wound around the first and second pulleys (21, 22), the main input shaft (13) being the first sub input shaft (14) and the second sub input shaft (23). The arrangement according to claim 2, characterized in that the input switching mechanism (24) is arranged parallel to the input shaft (15) and overlaps the first pulley (21) or the second pulley (22) in the axial direction. Continuously variable transmission.   The input switching mechanism (24) is disposed in the vicinity of the end opposite to the drive source (E) in the axial direction of the main input shaft (13), and includes one gear (25) of the first speed reducer and 5. The dog clutch according to claim 2, wherein one of the gears (27) of the speed increaser is configured by a dog clutch that can be coupled to the main input shaft (13). The continuously variable transmission described in 1. The input switching mechanism (24) includes a first friction clutch (24A) disposed in the vicinity of an end portion on the opposite side of the drive source (E) in the axial direction of the main input shaft (13), and the main input shaft. A second friction clutch (24B) disposed in the vicinity of the end on the drive source (E) side in the axial direction of (13),
The first friction clutch (24A) can connect one gear (25) of the first reduction gear to the main input shaft (13), and the second friction clutch (24B) is one of the speed increaser. The continuously variable transmission according to any one of claims 2 to 4, characterized in that the gear (27) can be coupled to the main input shaft (13).   The first auxiliary input shaft (14) also serves as the second output shaft, and the driving force of the second output shaft is output via the second output switching mechanism (30) and the second auxiliary input shaft (15 ) Also serves as the first output shaft, and the driving force of the first output shaft is output via the first output switching mechanism (32) and the speed increaser (27, 28). 2. The continuously variable transmission according to 2.   The continuously variable transmission according to claim 7, wherein the first output switching mechanism (32) is provided on a third output shaft (45).   The continuously variable transmission according to claim 7, wherein the first output switching mechanism (32) is provided on the main input shaft (13).   The continuously variable transmission according to claim 8 or 9, wherein a reverse gear (42, 43, 44) is interposed in the first output path.   The main input shaft (13) is divided into a first portion (13A) on the drive source (E) side and a second portion (13B) on the forward / reverse switching mechanism (16) side. A forward / reverse switching mechanism (16) comprising a planetary gear mechanism having first to third elements is disposed between the parts (13A, 13B), the first element is connected to the first part (13A), and The second element is connected to the second part (13B), the first and second elements are connectable to each other via a clutch (17), and the third element is a casing via a brake (18). The continuously variable transmission according to any one of claims 1 to 5, wherein the continuously variable transmission can be coupled to the continuously variable transmission. The continuously variable transmission mechanism (20 ′) includes an input disk (49), an output disk (50), and a power roller (51) sandwiched between the input disk (49) and the output disk (50). Prepared,
The first input path transmits driving force from the drive source (E) to one of the input disk (49) and the output disk (50), and the second input path is connected to the input disk (49) and the output disk (50). Transmitting the driving force from the driving source (E) to the other of the output disk (50);
When the driving force of the driving source (E) is input to the first input path, the second input path functions as the first output path, and the driving source (E) is driven to the second input path. The continuously variable transmission according to claim 1, wherein when a force is input, the first input path functions as the second output path.

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